Lifting and parking attachment for automobiles



Oct, 9, 1934, I A. A. THOMAS LIFTING AND PARKING ATTACHMENT FORAUTOMOBILES Filed Au 27, 19:51 5 SheetsSheet 1 @Z Z. L- i 5 /7 5 /7 I0/07 f //.9 I6 26 26 /6 4 42 INVENTOR Oct. 9, 1934: 1,976,308

LIFTING ;AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5Sheets-Sheet 2 J 5 I /08 m7 4Q" ,//0

I N M 7 Oct. 9, 1934. THOMAS 1,976,308

LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5Sheets-Sheet 3 INVENTOR Oct. 9, 1934; THOMAS 1,976,308

2 LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27; 1931 5Sheets-Sheet 4 Oct. 9, 1934; THOMAS 1,976,308

LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5Sheets-Sheet 5 220 H227 ll l84 INVENTOR Patented Get. 9, 1934 STATESLIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES 20 Claims.

My invention is for a novel lifting and/ or parking device consisting ofa self-contained driving unit adapted to be readily attached to any makeand style of automobile. This device is a single columnar siructuresecured centrally in front of the radiator either to the chassisextensions of the car or directly to the front axle. There is no drivingconnection between the engine shaft and the parking unit, for the latteris wholly selfcontained by having a pair of reversible electric motors,one for raising and lowering the car and the other for swinging itsideways in either direction. The operation of these motors iscontrolled by means of two switch knobs or buttons conveniently locatedon the instrument panel. The lifting motor is enclosed vertically in thetop of the column, and the side-swing motor is mounted horizontally inthe parking wheel itself, of which it forms a structural part. Thisnovel arrangement of motors and their driving connections results in aparking device of unusual compactness and pleasing design. It may bemanufactured and sold as a separate accessory which an ordinary mechaniccan attach to any automobile in a few.

minutes without making any changes in the car marring its appearance,and it is just as easy to remove the attachment when desired. In thelatest style of cars having a radiator front with a V-shaped extension,my parking unit maybe 10- c ted in this extra space so as to bepractically invisible. In one embodiment of my invention I also providemeans for making it impossible to start the engine while the car is inraised position. The novel features and practical advantages of myinvention will be understood from the description of the accompanyingdrawings, in whichigs. 1 and 1 represent front views of an automobileequipped with my parking unit, which is connected to the front axle inFig. 1 and to the extensions in Fig. 4; Figs. 2 and 3 show the parkingunit concealed within the V-shaped radiator extension of a certain styleof car, Fig. 2 being a side view and Fig. 3

a plan view sectioned on line 3-3 of Fig. 2;

Fig. 5 is a vertical section of the parking unit;

Figs. 6 and *7 are enlarged transverse views on lines 6-6 and 77 of Fig.5, respectively;

Fig. 8 is a fragmentary view along section line 8-8 of Fig. 7

Fig. 9 represents a section on line 99 of Fig. 8, showing a normallyopen switch in the parking column;

Figs. 10 and 11 are enlarged views on section lines 10-10 and 11-11 ofFig. 5, respectively;

Fig. 12 is an enlarged fragmentary view showing a vertical sectionthrough the parking wheel and its mounting;

Fig. 13 is a detached perspective view of a portion of the parking wheelstructure;

Fig. 14: is a fragmentary sectional View on line l414 of Fig. 11;

Fig. 15 is a diagram of circuit connections for controlling theoperation of the two motors in the parking unit;

Figs. 16, 1'1 and 18 are inside face views of controlling connectionsbetween the ignition switch and the parking knobs, the ignition switchbeing on in Fig. l? and oil in Figs. 16 and 18;

Fig. 19 is a plan view on line 1919 of Fig. 16; and

2B shows a side view on line 20-20 of Fig. 16.

Referring to Figs. 1, 2 and 3, my new parking unit comprises a maincolumnar structure 10 arranged centrally in front of the radiator 12 andsecured to the front axle 13 by means of a bracket 14 A small parkingwheel 15 projects from the lower end of column 10 and is mounted forvertical movement to raise and lower the car. As will be explainedlater, the rotation of wheel 15 in either direction to swing the raisedend of the car sideward is accomplished by an electric motor built intothe wheel itself and forming a structural part thereof. The latestmodels of passenger cars have a V-shaped radiator front 16 whichprovides a space 17 for concealing the parking unit. The column 10 doesnot interfere with the circulation of air through space 17 for coolingthe radiator 12.

In Fig. 4, the parking unit is attached to the channel bars 18 of thechassis by two pairs of bracket arms 129-20. The arms 19 may be integralextensions of a ring or collar 21 secured to the base of column 10, andthe arms 20 are bolted to the channel bars 18. To facilitate the readyattachment of the parking unit to cars of different width, the arms 20have slots 22 for receiving bolts 23 carried by the arms 19. Of course,the slots 22 can just as well be formed on the bracket arms 19 and thebolts 23 carried by the arms 20. Any other adjustable connectionsbetween the arms 1920 may be used. When the parking unit is attached tothe frame of the car, allowance must be made for the sagging of frontaxle 13 and wheels 24 in determining the extent of vertical movement ofparking wheel 15. This extra movement is not necessary in thearrangement of Figs. 1-3, where the parking unit is secured directly tothe front axle 13.

The structural details of a preferred form of my new parking device areshown in Figs. 5 to 14, to which I shall now refer. The column 10comprises an outer cylindrical casing 25 which is preferably a castingof duralumin or other light strong metal. The base of cylinder 25carries a collar 26 which rests on a flange 27, and a releasableset-screw 28 or other suitable means locks the parts together againstrelative movement. The collar 26 is part of bracket 14, which comprisesa pair of spaced arms shaped to fit tightly over the front axle 13, asbest shown in Fig. 5. If the axle is I-shaped in cross-section (as mostof them are), each bracket arm may be provided with a tapering extension29 adapted to be wedged into the space 30 of the axle, and a bar 31having a similar extension 32 is secured by screwbolts 33 to the bracketarm 14. This construction provides simple yet eifective means forreadily attaching the parking unit to the front axle 13 and easilyremoving the unit when necessary. The bracket parts 14 and 26 can becast as a single piece of duralumin or other suitable metal, and it iseven possible to cast the bracket as an integral extension of cylinder25-.

The hollow cylinder or casing 25 contains a slidable sleeve 34 snuglyfitted and prevented from turning by a pin ,or set-screw 35 on thecasing projecting into an axial groove 36 of the sleeve. The lower endof sleeve 34 has a screwthreaded extension 37 to which a collar 38 issecured and held against turning by a pin 39 or otherwise. A removablestrap 40 (see Fig. 11) looks the pin 39 in position and permits removalthereof when required. An annular shoulder or extension 41 on collar 38bears against the underside of cylinder 25 when the collar is screwed ontight. Two spaced arms 42 and 43 extend downwardly from the collar 38for supporting the parking wheel 15 and a reversible electric motor 'B,which is mounted in the wheel. This motor operates on direct current oflow voltage, and comprises a stationary cylindrical field 44 carrymgenergizing coils 45 and a rotary armature 46 mounted on a shaft 47. Theyoke arms 42-43 carry bearing blocks 48 and 49 respectively, which areinserted in half-circular slots or grooves 50 at the lower ends of thearms and secured in place by cross pieces 51. These cross pieces areremovably attached to the yoke arms by bolts 52, as shown in Fig. 1, andthe bearing blocks 4849 are locked against movement in the yoke arms bya lug 53 on each cross piece 51 entering a recess 54 in the block (seeFigs. 5 and 12) The cylindrical bearing blocks 4849 carry ball or rollerbearings 55 on which the parking wheel 15 is rotatably supported. Thiswheel is a hollow cylinder in which the driving motor B is mounted andwholly concealed, and to permit easy assembly of the motor and the wheelI make the latter in two main sections 56 and 57. These wheel sections,which may conveniently be cast of duralumin, comprise cylindricalextensions 56'57' fitting against each other by an overlapping joint 58and held together by bolts 59. A tire 60, preferably of solid rubber, isheld in a circumferential recess 61 formed in the assembled wheelsections 5657, which are undercut at 62 to lock the tire securely inplace. If desired, a non-metallic lining 63 may be placed in recess 61to act as a cushion for the tire, and this lining may be attached to thetire as a permanent structural part thereof. Each wheel section 5657 isprovided with a hub 64 in which a bearing collar 65 is mounted in spacednested relation to a similar collar 66 on the adjacent bearing block48-49.

The collars 65-56 enclose the roller bearings 55, and one or morewashers 67 hold the collars against axial displacement. At the sametime, the washers 67 may act as a packing to prevent leakage oflubricating oil in the bearings. A ring 68 screwed on each bearing block4849 locks the washers 67 in place. This bearing assembly makes it easyto mount the rotary parking wheel on the fixed bearing blocks 4849before the latter are inserted in the yoke arms 42-43.

The bearing blocks 4849 are provided with cylindrical extensions 6970which are held together by an overlapping joint 71 or in any otherpractical way to form a non-magnetic shell or housing for the motor B.The cylindrical field structure 44 of the motor is secured to the insideof cylindrical extension 69 before the latter is joined to extension 70.The rotary armature shaft 47 is journalled in bearings '72 mounted inrecesses '73 of blocks 4849. The electric motor B is a shunt-wounddirect current motor which is reversible, and the current is conveyed tothe field and armature windings by wires in an insulated cable '74. Asshown in Fig. 12, this cable passes downward through a channel '75 insleeve 34, then through a slanting hole '76 in collar 38, then through avertical slot or recess 7'7 in yoke arm 43, and finally through an axialhole '78 in bearing block 49. The recess '77 is covered by a removableplate '79, so that the cable 74 is entirely concealed and protected. Thebearing block 49 carries an insulating ring provided with contacts orbinding posts 81 to which the ends of the fieldwinding 45 are attachedfor ready connection with the necessary circuit wires in cable 74.

W0 wires of this cable are connected to the commutator brushes 82 whichmay conveniently be mounted on the insulating ring 80.

The bearing block 48 carries two gear wheels 83 mounted on studs 84 andmeshing with a pinion 85 on the motor shaft 47, as best shown in Fig.11. The cylindrical shell 69 has openings (see Fig. 5) through which thegear wheels 83 project, into mesh with a gear ring 86 carried by theparking wheel 15. The wheel section 56 is formed with an annularshoulder 87 (see Figs. 1314) against which the gear ring 86 is held byscrews 88. The cylindrical extension 56' of wheel section 56 may beprovided with axial recesses 89 for receiving projections 90 on gearring 86, whereby the holding screws 86 are relieved of all lateralstrain. It is clear from Fig. 11 that the rotation of motor shaft 47 istransmitted in greatly reduced ratio to the parking wheel 15, so thatonly a small low-voltage motor is necessary to turn the wheel even whenit supports the heaviest car on the market. The engagement of theintermediate gear wheels 83 with the gear ring 86 at diametricallyopposite points of the latter produces an effective transmission betweenmotor shaft 47 and parking wheel 15. The antifriction bearings 55 and 72preferably operate in oil or grease contained in the closed interior ofthe wheel, so that the mechanism requires no attention for years,barring unexpected accidents.

By making the gear members 83, 85 and 86 wholly or partly ofnon-metallic material, the parking operation is practically silent. Themounting of motor B within the hollow parking wheel 15 produces adriving assembly of unusual compactness,

screw-shaft 92 which is suitably supported in the outer casing 25. Thescrew-shaft 92 is suspended on roller bearings 93-94 between a pair ofspaced collars 95 and 96 on casing 25, and the upper bearings 93 arestrong enough to take up the maximum vertical thrust of the screw shaft.The lower collar 98 may be integral with casing 25, but the upper collar95 is a separate piece screwed into proper position and held againstturning by a set screw 97. The screw-shaft 92 carries a collar 98, tothe opposite sides of which are secured bearing rings 99 and 100 of hardmetal, and similar rings 101-102 are provided on the fixed collars 9596.This rotary mounting of the screw-shaft 92 is very simple and efiicient,besides being easy to assemble. The upper end of screw-shaft 92 carriesa disk 103 on which two small gear wheels 104 and 105 are rotatablymounted by means of pins or studs 106. It will be noticed in Fig. 5 thatthe gear wheel 105 is about twice as thick as gear wheel 104, and thereason for this will presently be explained.

The top of casing is closed by a removable cap 107 which houses areversible electric motor TA arranged with its driving shaft 108vertical and substantially in axial alignment with screwshaft 92. Thelower end of motor shaft 108 carries a pinion 109 in permanent mesh withgear wheels 194 and 105. Any practical means may be employed forsupporting the motor, such as a bracket 110 provided with legs 112 whichterminate in a ring 113 secured to the top of casing 25 by screws 114.This bracket may be a single casting of duralurnin to which the motor isat tached before the casting is secured in place.- The electric motor A,like the parking motor B, is of the reversible direct current type, andthe electric wiring for motor A is contained in an insuiated cable 115which is placed in a channel 116 of casing 25. A removable plate 11'.covers the cable channel 116, and this plate has adetachable outlet box118 (see Fig. 5) for receiving one end of an electric cable 119 which iscomposed of the necessary wires leading to the control switches on theinstrument board of the car.

At the bottom of the vertical channel 116 is an insulated plug 120mounted in an opening 1 1 of casing 25, as best shown in Fig. 10. Theplug 120 carries four insulated brushes 122 arranged in contact withfour conducting strips 123, which are mounted on an insulating plate 124secured in the vertical channel of sleeve 34. The four wires of cable 74are connected to the four strips 123, which are always in electricalcontact with the brushes 122. These brushes are connected to fourbinding posts 125 projecting rearwardly from plug 120 into channel 116,which also contains a short cable 126 of three wires connected at theirlower ends to three of binding posts 125. The other ends of the wires incable 126 are connected to binding posts or terminals 127 in the outletbox 118, which contains an insulating disk 128 for supporting thoseterminals. The lower ends of the wires in cable 115 are connected toterminals 129 carried by the insulating disk 128 in box 118, which mayalso be provided with an adjustable clamp 130 for gripping the cable 119and thereby pre- -venting accidental disconnection thereof. The

two lower cables 74 and 126 are in effect a single cable with theinterposed slidable contacts 122 123 which permit vertical movement ofsleeve 34 without interrupting the circuit of motor B and without theneed of providing the cable 74 with a slack or loose length. In thebroad aspect of my invention, any other practical arrangement of circuitconnections for motors A and B may be employed.

Referring to 5 and 8, the upper end of casing 25 has a circular recess131 which a gear ring 132 is secured by screws 133. and a key 18d may beinserted to train off the screws. The teeth gear re pern'ianentlyengaged by small whe s lil l and 105 mounted 0:. h as previously explned. Since the ring 132 is fixed, the rotation of 1 ion 199 motor A results in a planetary riot" rt of gear wheels 104--1G5 the so that thescrew shaft 92 rotates at reduced speed. Above the fixed gear ring 132is a second gear ring 135 which is rotatabie in either direction has onetooth more or less ed gear ring. The rotary gear ring 135 is ret ment bythe ing bracket 1.10, or In 5 I have purpc T 1 '-*ted the teeth of gearring 135 to preven lllng of lines. The gear wheel nou 'h to engage bothie, but the 3: practical Way.

other wheel 1 g ge c the gear ring 132, Since the r 5 gear member 135has one tooth more or less t n t e fixed n-nfloer 132,

1 it is plone revolution of ear wheel 1055 around the nuns-er 132, thegear ring 135 is moved the distance of one tooth.

The fixed r g 113 on t arcuate openir (see sulatlng nof a pin-a y meanson 138-139. The plate to which two insulated these arms being length anded at its free 1y engages a the free end l preierabi shape.

.ich no ate canted on 2 are proengageme' the .13: a stationary 1 arm14-8 is ring 135 so that the switch in the path of pi 47 when turnsclockwi e (as viewed 1 pin 14? on h the hum; arm. The function of sw h1418 wi be explained in the The operation switch 147 takes only when theleft-handed (that is, counter cloc" in Fig. 7) the downwa sleeve 3 1 tolift th car.

lowered to normal posit adjustment of plate 13! makes it possihle toregulate the normal between the 148 and the actuating p i 1&7, butadjusting feature is not absolu' necessary.

which leads to the terminal box 118 of the parking column, as previouslyexplained. The three wires marked 152, 153 and 154 are connected tothelower terminals 127 in box 118, and the other eight wires of thecable go to the same number of upper terminals 129. course, I speak ofupper and lower terminals in box 118 merely because they are so shownfor distinction in Fig. 5, but it is obvious that the terminals may bearranged in any practical way. The lower cable 74, which leads from thecontact strips 123 to the windings of motor 13, is represented in Fig.15 by four wires marked from to 166. To facilitate the tracof circuits,the four contact strips 123 are differentiated in Fig. 15 by SllfilXletters a to d. The short cable 12-3 that leads from the terminals inbox 118 to plug 120 is identified in Fig. 15 by three wires 167, 168 and169, which are connected to three or" the four brushes 122 in the plug.The fourth terminal 122 (the one engaging the contact strip 123d isconnected by a wire 170 to the normally open switch arm 142 at the topof casi g 5. The upper cable 115, which lies in the axial groove 116 ofcasing 25, is represented in Fig. 15 by eight wires numbered from 171 to178, and these wires are connected to the eight terminals 129 in box118. The separate wire 170 maybe included cable 115, but it is led pastthe terminal box 118 for connection with one of the brushes 122 in plug120.

In Fig. 15, the gear ring 135 is shown for clearness as a disk and thepin 147 is a tooth or cam on the disk. I have spread the switch arms 141and 142 apart so that both appear in the same plan View, and the arm 142is assumed to be connected to arm "-1 by an insul ting member 179. Thisdiagra atic arrangemei produces simultanec-us operation of switch arr s141-142 by the pin 147. The wire 171 is connected to contact 145, andwires 172-173 connected to t .e field winding 180 of motor A. The wire174 goes to the positive commutator brush of armature 181, and the otherbrush is connected to wire 178. Wires 175-176 are connected,respectively, to switch arm 148 and its associated contact 150. The wire177 goes to contact 144 and a wire 182 leads from 1e movable switch arm141 to cable wire 178.

I new shall describe the circuit connections between the cableconductors 152-162 and the controlling switches mounted on theinstrument board of the car. These switches are operated by rotaryparking knob 183 and. a release pushbutton 184, which project fromconvenient points on the instrument board 185 (see Fig. 19). In Fig. 15the finger pieces have been separated to make room for the circuitlines, and I found it convenient to show the knob 183 and its associatedswitches diagrammatically in front View, while the release button 184and its switches appear in vertical section. The actual arrangement andmounting of the control members 183 and 184 are a matter of mechanicalexpediency which may be left to the engineer. The parking knob 183operates three insulated switch arms 186, 187 and 188, which areconnected to the knob or its shaft in any practical way. Each switch armcontrols two pairs of contacts, which are numbered from 139 to 200, andthe switch arms are normally held in neutral position by a contractingcoil spring 201 attached to an insulating extension 202. It may beassumed that this extension is connected to the rotary shaft of knob183, and two fixed stops 203-204 limit the angular movement of the knobin either direction from normal position.

When the knob 183 is turned right until the extension 202 strikes thestep 203, the three switch arms 186-187-188 engage the adjacent pairs ofcontacts 189-190, 191-192 and 193-194, respectively. By rotating theknob left until the part 202 strikes the stop 204, the switch armsengage the other pairs of contacts 195-196, 197-198 and 199-200,respectively. The insulating extension 212 has a lateral cam projection205 arranged to engage a pair of adjacent switch arms 206 and 207, whichmay be spring blades held normally open by inherent tension. When theknob 183 is turned right, the cam projection 205 closes the spring blade206 against a fixed contact 208, and the reverse rotation of the lmobcauses the cam projection to move the other spring blade 207 against theadjacent contact 209. Upen release of knob 183 by the operator, thetensioned spring 201 instantly returns it to normal position and all theassociated switches are opened.

The push button 184 operates a reciprocable stem or rod 210 whichcarries five insulated switch bars numbered from 211 to 215, and thesebars control a series of contacts numbered from 216 to 229. The innerend of rod 210 slides in a suitable bearing 230, which contains anexpanding coil spring 231 adapted to push the rod upwardly, so that thetwo pairs of contacts 218-219 224-225 are normally closed by theirrespective contact bars 212 and 214. The other five pairs of contacts216-217, 220-221, 222-223, 226- 227 and 228-229 are normally open. Therod 210 has a lateral cam 232 arranged to engage a similar cam 233 on aspring arm 234, which is secured at its inner end to a suitable support235. When the button 184 is pushed in, the flat shoulders of cams232-233 interlock and the rod 210 is held in actuated position for apurpose that will be later explained. The movable spring arm 234 carriesa magnetic armature 236 arranged in operative relation to anelectromagnet comprising a magnetic core 237 and a coil 238. A secondspring arm 239 carrying an armature 240 is positioned at the other endof magnetic core 237, and this arm normally engages a contact 241. It isclear that, when the coil 238 is energized, the armatures 236 and 240are simultaneously attracts whereby the latch member 234 releases thepush button rod 210 and the switch arm 239 is opened.

A battery 242 indicates a suitable source of direct current, which maybe a storage battery on the car or a generator driven by the engine. Thepoles of battery or generator 242 are connecte to a pair of conductors243 and 244. The ends of conductor 243 are connected to switch contacts190 and 228, and the ends of conductor 244 are connected to switchcontacts 195 and 227. The contact 189 is connected to cable wire 152, towhich the contact 196 is also connected by wire 245. A wire 246 isconnected to cable wires 153 and 158, and also to contact 191 and thetwo switch arms 206-207. The switch contacts 194 and 198 are joined by awire 247, which is connegative battery mam 243, and cable wire 160 goesto the positive battery lead 244, to which the contact 216 is connectedby wire 254. The cable wires 157 and 158 go to contacts 221 and, 217,respectively, and a wire 255 connects the contact 219 with cable wire157. One end of coil 238 is connected to cable wire 159, and the otherend of the coil is connected by wire 256 to switch contact 229. A wire257 leads from contact222 to contact 241, and wire 258 connects contact220 to-wire 252. The cable wire 156 goes to contact 224, and a branchwire 259 leads fromwire 156 to contact 226. The cable wire 162 isconnected to contact 225, and a branch wire 260 connects contact 223 towire 162.

Now we are ready to see how the parking knob 188 controls the liftingmotor A and the sidedrive motor B. When the driver wants to swing thefront end of the car to the right, he simply turns the knob 183clockwise as far as it will go and holds it there. This operation closesthe four pairs of switch contacts 189-190, 191-192, 193-194 and 206-208,and the motor A is energized through the following circuits: From thepositive main 244 to point 261, wires 249 and 250, across the closedswitch contacts 208 and 206, wire 246 to point 262, cable wires 158 and174, through the armature winding 181 of motor A, wire 178 to point 263,wire 182, across the closed switch contacts 141 and 144, cable wires 177and 161 to point 264, and through negative lead 243 back to the battery.The circuit through field coil 180 is closed through main conductor 244to point 261, wire 249 to point 265, across the closed switch contacts193-194, wire 247 to point 266, wire 248, across the closed switchcontacts 218-219, wire 255 to point 267, cable wires 157 and 173,through field coil 180 in the direction of arrow 268, cable wires 172and 156 to closed contacts 224-225, cable wires 162 and 1'78 to point263, and from there through closed switch contacts 141 and 144 to thereturn lead 243 as above described for the armature circuit. It isassumed that, when the current traverses the field winding 180 in thedirection of arrow 268, the

shunt-wound motor A rotates in a direction to turn the screw-shaft 92right-handed. Consequently, the sleeve 34 moves downward in cylinder 25until the parking wheel 15 touches the ground. The continued operationof motor A raises the cylinder 25 relatively to the now stationarysleeve 34, so that the front end of the car is lifted until the wheels24 are above the ground a sumcient distance, which need be only an inchor so.

During the operation of lifting motor A as described in the precedingparagraph, the motor B is not energized and the parking wheel 15 remainsstationary. While the circuit of armature 46 is closed, the fieldwinding 45 is in open circuit because the switch arm 142 is open.However, when the car has been raised the required distance, the pin 147of the slowly rotating gear ring 135 strikes the two switch arms 141-142and opens the first while closing the second, as previously explained.In other words, as soon as the car is fully raised, the circuit of motorA is broken and motor B is automatically energized to rotate the parkingwheel 15 to the right. The armature circuit of parking motor B iscompleted through the positive conductor 244 to point 261, wire 249 topoint 269, branch wire 250, across the closed switch 208-266, wire 246to point 270, cable wires 153 and 168, contact strip 123b, wire 164,through armature winding 46, wire 165, contact strip 1230, cable wires169 and 154 to point 271, and through the return conductor 243 to thebattery. The circuit of field coil 45 is closed through main conductor244 to point 261, wire 249 to point 269, branch wire 250, across theclosed switch contacts 208-206, wire246 to point 272, closed switchcontacts 191-192, cable wires 155 and 171 to closed contacts 145 and142, wire 170 to contact bar 123d, wire 166, through field winding 45 inthe direction of arrow 273, wire 163, contact bar 123a, cable wires 167and 152 to closed contacts 189-190, and to the return conductor 243. Itis assumed that, when the current passes through field coil 45 in thedirection of arrow 2'73, the motor B operates the parking wheel 15 toswing the raised end of the car rightward. When the car has been swungthe desired distance, the driver simply lets go of the knob 183 and thecar stops.

To lower the car, the driver presses the release button 184, whereby themotor A is energized to rotate the screw-shaft 92 counterclockwise (asviewed from the top) and draw the sleeve 34 back into cylinder 25. Thisreverse rotation of the motor shaft 108 is accomplished by reversing thecurrent through the field coil 189 without reversing it in the armature.The operator need not keep his finger on release button 184, because itis locked in actuated position by the latch 234. The operation of button184 closes the field circuit of motor A as follows: positive lead 244,closed contacts 227-226, branch wire 259, cable wires 156 and 1'72,through field coil 180 in the direction of arrow 274, cable wires 173and 157, closed contacts 221-220, wires 258 and 252 to point 264, andthrough return main 243 to the battery. The current flows througharmature 181 in the same direction as before through the followingconnections: wires 244 and 254, closed contacts 216-217, cable wires 158and 174, through armature 181, cable wires 178 and 162, branch wire 260,closed contacts 223222, wire 257, closed contacts 241 and 239, wire 252to point 264, and back to the battery through the negative main 243.

It will be noted that the armature circuit is not completed throughswitch contacts 141 and 144 when the release button is operated, becausethe switch arm 141 is at that moment still held open by the pin 147. Assoon as this pin disengages the switch arm 141, the armature circuit iscompleted through either one or both of the closed parallel switches141-144 and 222-223. In other words, the switch 222-223 is a startingswitch for the reverse operation of motor A to lower the raised end ofthe car. During the lowering operation of motor A, the gear ring 135 isslowly rotated clockwise (as viewed in Fig. 15) until the pin 147 closesthe switch arm 148. This completes the circuit of coil 238 as follows:from the positive main 244 to point 275, cable wires 160 and 176, closedcontacts 150-148, cable wires 175 and 159, coil 238, wire 256, andthrough closed contacts 229228 to the negative main 243. The energizingof coil 238 releases the latch 234 from the cam 232 of rod 210, whichinstantly snaps to normal position under the action of spring 231 andthereby opens the circuits of motor A. This automatic stopping of themotor occurs when the sleeve 34 has been drawn into the cylinder 25 tonormal raised position, as shown in r 'ig. 5. During the carloweringoperation of motor A, the parking motor B remains stationary, becauseall switches associated with the parking knob 183 are open. When themotor A stops by the energizing of coil 238, the pin 247 remains inengagement with switch arm 148 and holds it closed, but the circuit ofthe coil remains broken because of the open switch 228-229.

The purpose of switch 239-241 is to prevent the operation of motor A bythe accidental pressing of button 184 while the sleeve 34 is in normalraised position. It should be remembered that the operation of releasebutton 184 always rotates the motor shaft in a direction to draw thesleeve 34 into cylinder 25. Obviously, when the sleeve is in normalretracted position, it is impossible for the motor to raise it stillfurther, so it is necessary to prevent operation of motor A in thenormal condition of the parking device. This is accomplished by placingthe normally closed switch arm 239 under the control of coil 238. Let ussuppose that somebody presses the push button 184 while the parking unitis in normal condition. Although this operation closes the armature andfield circuits of motor A, such closing is only momentary because thesimultaneous energizing of coil 238 (switch arm 148 being held closed bypin 147) opens the switch arm 239, which breaks the armature circuit. Ifthe button 184 is pushed in and let go, the energized coil 238 permitsinstant return of the button. Should the button be held pushed in (aswhen a child is playing with it), coil 238 remains energized and holdsthe switch arm 239 open to prevent closing of the armature circuit ofmotor A. It is thus seen that the release button 184 is fool-proof andprevents operation of motor A as long as the parking wheel 15 is infully raised position.

When the driver wants to swing the car to the left, he turns the knob183 leftwise until it stops and he holds it there. This operationenergizes motor A to lower the sleeve 34 and raise the front end of thecar on parking wheel 15. The circuit of the armature winding 181 is nowclosed through battery main 244 to point 261, wire 249 to point 276,wire 251, closed contacts 209 and 207, wire 246, and from there back tothe bat-- tery 242 through the circuit connections previously describedfor the right-handed rotation of knob 183. The circuit of field coil 180is completed through wires 244 and 249, closed contacts 197198, wire 247to point 266, wire 248, closed contacts 2182l9, wire 255 to point 267,cable wires 157 and 173, through field coil 180 in the direction ofarrow 268 to raise the car, and back to the battery through the samepath as when the knob 183 is turned right. The motor B is not energizeduntil the pin 147 during the lefthanded rotation of gear ring closes theswitch arm 142, and at the same time opens the switch arm 141 to stopthe motor A. The field circuit of motor B is closed through battery lead244, closed contacts 195-196, wire 245, cable wires 152 and 167, contactstrip 123a, wire 163, through field winding 45 in the direction of arrow277, wire 166, contact strip 123d, wire 170, switch contacts 142 and 145(now held closed by pin 147), cable wires 171 and to point 278, closedcontacts 199-200, wires 253 and 252 to point 264, and through the returnmain 243 to the battery. The circuit of armature 46 goes throughconductor 244 to point 261, wire v249 to point 276, wire 251, closedswitch contacts 209 and 267, wire 246 to point 270, cable wires 153 and168, contact strip 12317, through armature 46 (in the same direction aswhen the knob 183 is turned right), wire contact strip 123a, and throughcable wires 169 and 154 back to the battery.

It is assumed that, when the current flows through the field winding 45of motor B, in the direction of arrow 277, without a reversal of currentflow through the armature 46, the motor rotates the parking wheel 15 toswing the car left. Thisswinging movement continues as long as the knob183 is held in turned position, and release of theknob automaticallystops the car, which remains in raised position until the button 184 ispushed in. The preceding description makes it clear that the car isswung right or left according as the knob 183 is turned right or left,and that either operation of the knob energizes motor A to lift the car.The operation of the two motors A and B in automatic sequence requiresbut a single movement of knob 183 to raise the car and swing itsideways. The same simplicity of operation applies to the release button134, which need only be pressed for a moment, whereupon the motor Aretracts the sleeve 34 until the raised end of the car is again on theground and the parking wheel 15 off the ground. The operator does nothave to bother about stopping the motor A, for it stops automaticallywhen the parking wheel is in normal raised position. The screwthreadedengagement between sleeve 34 and driving shaft 92 securely locks the carin raised position when the motor A stops. If the operator merely wantsto raise the car (as when a front wheel is to be replaced), he lets goof knob 183 as soon as the car starts to move sideways. I may provide asignal lamp to let the operator know when the car is fully raised. Thus,a small lamp 279 inserted in cable wire 155 in series with switchcontacts 142 and 145 lights automatically when the car is supported inraised position on the parking wheel 15. The signal lamp 279 (preferablyshunted by a resistance 279) may light up a red lens on the instrumentboard near the knob 183.

It is conceivable that a driver in a moment of thoughtlessness mightstart the car while it is still supported in raised position on theparking wheel 15. Such an eventuality might wreck or at least damage theparking device, and so I provide automatic means whereby it isimpossible to run the engine while the car is in raised position.Referring to Figs. 16-20, there is a fiat box 280 secured to the backside of panel 185 and this box contains the switches operated by knob183 and push button 184. The box 289 also contains the usual ignitionlock 281 which every car has. and this look has a key-operated switchshaft 282 to close and break the ignition circuit. The inner end ofshaft 282 carries an arm 283 to which one end of a link 284 is pivotedat 285. The other end of link 284 has a pin or stud 286 engaging in aslot 287 of a slid-able bar 288, which is operatively supported by andbetween rollers 289. The rotary knob 183 is attached to a short shaft290 which has a tongue 291 fitted tightly in a slot 292 of anothershait293 rotatably supported in box 289. It may be assumed that the four arms186, 187, 188 and 202 in Fig. 15 are secured to shaft 293. The separableconnection between shafts 290 and 292 facilitates the assembly of theparts. The release button 184 is screwed on the fiat outer end 294 of ashort bar 295 arranged in alignment with a reciprocable rod 296, whichis the equivalent of rod 210 in Fig. 15. An expanding coil spring 297normally holds the rod 296 and button 184 in forward position. The innerend of bar 295 may have a pin or tongue 298 fitting in a recess in theend of form a support for the bar, and this connection is preferablyseparable so that the parts are more readily put together.

The rotary shaft 290 has a slot 299, and the lid 296 to I J reciprocableshaft 295 has a similar slot 300. The

. lost inor- 8 is provided with a pair of upstandand 302 arranged inline with the and 300. Inside the box 280 is a pin or stud 303 on whicha lever 304i is pivoted. An expanding e il spring 305 presses againstthe hub 306 of lever 304. holds it firmly by friction in ither of itstwo positions. The lever 304 has a ug so: at one end arranged to enter aslot 308 n t e bar and the other end of the ever is formed with a cam309 adapted to be d by a pin or projection 310 on shaft 290. be recallsthat the contracting coil spring 201 (or any equivalent means) normallyholds the 183 ay of its arc of movement, so that the normal position ofpin 310 is the center of earn 809. This cam is so shaped that theturning of knob 183 in either direction rocks the free end of lever 304.upward to carry the lug 307 into the recess 308 of slide bar 238. Thelatter is now looked, as will be from Fig. 18. The cam 309 does notinter ---c with the return of the released knob 0- normal position underthe action of spring 281. If the ends of cam 309 are in form of stops 31to limit the movement of knob 83, the sto s 20320-i in Fig. 15 are notneces ary. The shaft 295 has a depending cam lug 312 arranged to depressthe raised locking end of lever when the button 18% is pushed in,whereby the slide bar 288 is released.

The operation of the safety mechanism shown in rigs. 16-20 will be clearfrom the foregoing description, but I may summarize it for convenienceas follows: The parts are normally in the position illustrated in Fig.16, with the ignition off an the pieces 183 and 184 free to be operated,sec use lugs 301302 of slide bar 288 are out or the adjacent slots299-300. It is that the current for motors A and B is ad by a storagebattery on the car and not generator geared to the engine. When theignition is turned on, as shown in Fig. 17, connected arm 288 and link28 i push the bar 238 the right until the lugs 801-302 enter therec-sees 299-300 in shafts 29c and 295. Conseueify, these two shafts arelocked against move- .ent, so that the parking knob 183 can not be trned and the release button 184 can not be pushed in. In other words,when the ignition can turned on to start the engine, the driver assuredthat the parking device is in normal erative position. Conversely, whenthe drivor wants to turn the parking knob 183 and finds it locked. heknows that he forgot to turn the ignition off.

Let us now suppose that the ignition is off and ha the d iver has turnedthe parking knob 183 slide bar ing lugs slots 299 -er right or left), asshown in Fig. 18. The n 310 has rocked the lever 304 clockwise and vedthe lug 307 into the recess 308 of slide bar 288, so that latter islocked. If the driver should now at; inpt to turn on the ignition by ofthe usual key 313, he will find that he 0 a not turn the ignition shaft282 through the n; e, which is here assumed to be about When the slidebar 288 is locked posit n, the pin 286 strikes the end be ore theignition shaft 282 is in e it-closing position. The only reason forusing th 0 allow a certain amount of ignition shaft 282 and slide outother forms of ransmission connecot need such a slot. When the driver hecan not turn the ignition on, he

knows once ti at the car is supported by the parking device. So hepresses the release key 184, which rocks the lever 30% to releasingposition and lowers the car. The unlocking of slide bar 288 permits theignition shaft 282 to be turned fully to on position.

Although I have shown the parking unit attached to the front end of acar, it may be mounted at the rear end thereof. In fact, the car mayhave two parking units, one at each end, but I believe that for allpractical purposes it is sufficient to have one unit at the front endonly. If the slidable sleeve 34 is to be used only as a jack for liftingthe car, the wheel 15 or at least the parking motor B will be omitted.Attention is called to the driving connections between motor A andsleeve 34 for causing the high speed of the motor shaft to produce aslow movement of the sleeve, so that a small low-voltage motor issufficient to lift the heaviest car in use. The parking device can bemanufactured as a separate unit, which is readily attached to any makeof motor car. The cable 119 may pass through the hood and the boxcontaining the parking switches is easily fastened to the instrumentboard. If the device is attached to the car as part of its originalequipment, the finger pieces 183 and 184 will project from theornamental escutcheon plate which is usually provided on the instrumentboard of passenger cars. The safety connections shown in Figs. 16-20 arenot necessary to the functioning of my parking unit, but they are usefulin rendering the device foolproof. Since most parts can be made ofduralurnin or other alloy combining strength with lightness, the totalweight of the device will be comparatively small.

I want it understood that my invention is not limited to the specificconstruction and circuit arrangement above described. It is to be eX-pected that changes and modifications will occur to others skilled inthe art without departing from the scope of the invention as defined inthe appended claims. It is further apparent that all the features of myinvention need not be embodied in the same device, for some features maybe used without others. For example, this mechanism may be simplifiedand constructed as a jack for lifting the car, as when a tire is to bechanged.

I claim as my invention:

1. An automobile provided with parking mechanism disconnected from theengine shaft, said mechanism including means for lifting the car off atleast one pair of running wheels, and means for preventing operation ofsaid lifting means when the ignition circuit is in operative condition.

2. An automobile provided with mechanism for lifting at least one endthereof, controllable means independent of the engine shaft foroperating said mechanism, said means including a movable member, andmeans controlled by said member for preventing operation of the engineto move the car when the car is supported on said mechanism.

3. An automobile provided with a rotary member for turning the ignitionon and off, an adjustable finger piece, mechanism controlled by saidfinger piece for lifting and lowering at least one end of the car, andmeans controlled by said member for locking said finger piece againstoperation when the ignition is on.

4-.. An automobile provided with lifting mechanism comprising an uprightcylindrical casing secured to the car, a reversible electric motormounted in said casing with its shaft vertical whereby said motor iswholly concealed within the cylindrical contour of said casing, a membermovable down and up in said casing to lift and lower the car, andspeed-reducing transmission connections between the motor shaft and saidmember, said transmission connections being entirely within said casing.

5. An automobile provided with a unitary parking device which comprisesa vertically movable member carrying a hollow parking wheel, areversible electric motor carried by said device for operating saidmember to raise and lower the car, and a second reversible electricmotor mounted within said hollow wheel and operatively connected theretofor swinging the raised car sideward.

6. An automobile provided with lifting mechanism comprising asubstantially vertical columnar structure, a rotary driving member and aslidable driven member mounted in said structure and operativelyconnected, an electic motor supported by said s ructure with its shaftvertical and substantially in alignment with the axis of said rotarymember, and speed-reducing transmission connections between the motorshaft and said rotary member.

'7. An automobile provided with lifting mechanism comprising asubstantially vertical columnar structure, an electric motor supportedwith its shaft vertical in the top portion of said structure, avertically slidable sleeve mounted in said structure and adapted toproject therefrom for lifting the car, said sleeve and motor shaft beingarranged in substantially axial alignment, and speed-reducing gearconnections between the motor shaft and said sleeve.

8. An automobile provided with a unitary parking device which comprisesa vertically movable member carryin a parking wheel, a reversibleelectric motor carried by said device for operating said member to raiseand lower the car, and a second reversible electric motor mounted sothat its shaft is substantially coincident with the axis of said wheeland operatively connected thereto for swinging the raised car sideward.

9. Mechanism carried by an automobile for lifting and lowering at leastone end of the car, said mechanism including a reversible electric motorand a vertically movable member connected with said motor for energizingsaid motor in one direction to operate said member for raising the car,means for reversing said motor to operate said member the other way forlowering the car, and means for preventing the last-named operation ofthe motor when said member is in normal position.

10. An automobile provided with lifting mechanism comprising an upri htcylindrical casing secured to the car, a bracket fixed on top of saidcasing, an electric motor carried by said bracket in vertical positionso that the motor does not project laterally beyond the casing, alifting member movable vertically in said casing, and means in saidcasing for operatively connecting the vertical shaft of said motor withsaid vertical lifting member.

11. As a new article of manufacture, a unitary parking device adapted tobe attached to any standard make of automobile and comprising a hollowcylindrical casing, a reversible electric motor mounted in the topportion of said casing, a rotary shaft in said casing operativelyconnected with said motor, a slidable member connected to said shaft fordown and up movement in said casing, a parking wheel carried by thelower end of said member, and a second reversible electric motor alsocarried by said member for operating the parking wheel.

12. An automobile provided with lifting mechanism comprising an uprightcylindrical casing secured to the car, a rotary screw-shaft supported insaid casing and held against axial movement, a slidable sleeve arrangedin said casing and having internal screwthreads engaged by saidscrewshaft, whereby rotation of the screw-shaft causes vertical movementof said sleeve to lift and lower the car, a reversible electric motorsecured in vertical position to the top of said casing so that the motorshaft and screw shaft are substantially in axial alignment, andspeed-reducing gear connections between said two shafts.

13. An automobile provided with parking mechanism including a reversibleelectric motor, a rotary member operated by said motor, a slidablemember moved down and up by said rotary member to lift and lower thecar, a parking wheel carried by said slidable member, a secondreversible electric motor for operating said parking wheel to swing thecar sideward in either direction, and switch mechanism controlled bysaid rotary member for automatically stopping the first motor when thecar is fully raised and simultaneously starting the second motor toswing the raised car on said parking wheel.

14. An automobile provided with parking mechanism comprising a singlecolumnar structure secured in substantially vertical position to one endof the car, said structure including a hollow cylinder which contains arotary driving member and a vertically movable lifting member connectedto the driving member, a reversible electric motor mounted at the top ofsaid structure and connected with said driving member in reducedtransmission ratio, a parking wheel carried by said lifting member forswinging the raised end of the car sideward in either direction, and asecond reversible electric motor carried by said lifting member foroperating said parking wheel.

15. An automobile provided with parking mechanism comprising a singlecolumnar structure secured in substantially vertical position to one endof the car, said structure including a hollow cylinder which contains arotary driving member and a vertically movable lifting member connectedto the driving member, a reversible electric motor carried by saidstructure and connected 3 with said driving member in reducedtransmission ratio, a bracket secured to the lower end of said liftingmember, a parking wheel and a second reversible electric motor carriedboth by said bracket, and speed-reducing transmission connectionsbetween the second motor and said parking wheel.

16. An automobile provided with parking mechanism including a reversibleelectric motor, a

rotary member operated by said motor, a slidable member moved down andup by said rotary member to lift and lower the car, a parking wheelcarried by said slidable member, a second reversible electric motor foroperating said parking wheel to swing the car sideward in eitherdirection,

means for controlling the operation of both motors, said controllingmeans including an adjustable finger piece for energizing the firstmotor to lower the car on its running wheels by raising said parkingwheel to normal position above the ground, and means for preventingoperation of the first motor in a direction tending to raise saidslidable member when said parking wheel is in normal position.

17. Lifting mechanism for automobiles comprising an upright cylindricalcasing secured to the car, a rotary screw shaft supported in said casingand held against axial movement, a slidable sleeve arranged in saidcasing and having internal screwthreads engaged by said screw shaft,whereby rotation of the screw shaft causes vertical movement of saidsleeve to lift and lower the car, a reversible electric motor secured invertical position to the top of said casing so that the motor shaft andscrew shaft are substantially in axial alignment, a fixed gear ringsecured to the top portion of said casing, a planetary gear wheelcarried by said screw shaft and arranged in mesh with said gear ring, apinion on the motor shaft in mesh with said gear wheel, and means for somounting all of said transmission gears that they lie within thecylindrical contour of said casing and are fully concealed thereby.

18. An automobile provided with parking mechanism comprising a singlecolumnar structure secured in substantially vertical position to one endof the car, said structure including a hollow cylinder which contains arotary driving member and a vertically movable lifting member connectedto the driving member, a reversible electric motor carried by saidstructure and connected with said driving member in reduced transmissionratio, a pair of yoke arms secured to the lower end of said liftingmember, a parking wheel supported between said yoke arms for swingingthe raised end of the car sideward, a second reversible electric motormounted between said yoke arms, and means for operatively connecting thesecond motor with the parking wheel.

19. An automobile provided with parking mechanism comprising a singlecolumnar structure secured in substantially vertical position to one endof the car, said structure including a hollow cylinder which contains arotary driving member and a vertically movable lifting member connectedto the driving member, a reversible electric motor carried by saidstructure and operatively connected with said driving member, a pair ofyoke arms secured to the lower end of said lifting member, a hollowparking wheel supported between said yoke arms for swinging the raisedend of the car sideward, a second reversible electric motor supportedwithin said hollow wheel substantially in axial alignment therewith, andgears within said hollow wheel for connecting the latter to the secondmotor in reduced transmission ratio.

20. As a new article of manufacture, a portable self-contained jackcomprising an outer cylindrical casing, an electric motor mounted on oneend of said casing in axial alignment therewith, a removable cap forsaid end of the casing to enclose the motor and permit easy accessthereto when desired, a sleeve mounted in said casing for axial movementrelatively thereto, means for preventing rotation of said sleeve, whichis provided with interior screwthreads, the outer end of said sleeveforming an abutment and projecting beyond the other end of said casing,a rotary screwthreaded shaft engaging the screwthreads of said sleeve,means for preventing axial movement of said shaft relatively to saidcasing, and reducing transmission connections wholly within said casingbetween said motor and said shaft.

ADOLPH A. THOMAS.

